Railway track and truck



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W. P.` GOODWIN. RAILWAY TRACK AND TRUCK.

Patented Mar. 15, 1887.

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(No Model.) 9 sheets-sheet 5.

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No. 359,507. Patented Mar. 15, 1887.

(N'o Model.) 9 Sheets-Sheet 6.

W. P. GOODWIN. RAILWAY TRACK AND TRUQK.

No. 359,507. Patented Mar. 15, 1887.

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f- LA f I UNITEn STATES PATENT rricn.

VILLTAM FARB GOODVIN, OF STELTON, NEV JERSEY.

RAILWAY TRACK AND TRUCK.

Application nlm .my i?, leso.

T allutom, it 71mg/ concern:

Be it known that I, WILLIAM FARB Goon- V WIN, a native citizen of the United States, re`

siding at Stelton, in the county o'f Middlesex and State of New Jersey, have invented certain new-and useful Improvements in the Con# struction and Operation of Railroads and their Vehicles, of which the following is a specili` cation. p

My 'invention relates to improvements in the construction and .operation of railroads and their vehicles, in which the independent trucks of the locomotives and cars ot two independent trains, lying side by side, parallel to and equidistant apartfrom each other, are joined and combined together into one train, so as to o perate upon their two tracks as one track, in like manner as the two independent trains lashed and running together as'one train, (described in my applications for patents for improvementsforconstruction andoperation of railroads and their vehicles,tiled in the United States Patent Otiice July 7, 1884:, and May 27, 1886, respectively,) wherein larger wheels are rendered practical and greater 'speed with` greater safety inthe transportationof passengers and freight attained than is possible with any other known system of railroad transportation.

The obj eots of my improvements are, first, to combine two ordinary railways into one, and the trucks ot' twov similar vehicles into one vehicle, insuch a manner that the two locomotives will lbe joined into one' locomotive,` and the cars of the two trains will be joined into the .cars of one train, so that each car willhave four trucks, (instead of two, as ordinary,) two upon each side of the car,upon similar but independent tracks, for .the 4purpose of shortening the length of the train one-half, and thereby reducing friction while passing around curves, and thus saving power; second, to retain the advantages of t-he narrow-gage track and truck in passing around curves by attaching the same trucks to each` side of a wide car (sufficiently wideto extend over both tracks) by swivels, so as to swing in conformity with the track, (in like manner as upon the single PEClFICATION forming part o Letters Patent No. 359,507, dated March l5, 1887.

Serial No. 208,324. (No niod el.)

ordinary car,)to guide the train; third, to increase the width of the track in like ratio as the/increased -diameter of the wheels, so that the'train will not be top-heavy; fourth, tojoin two independentlocomotives together into one locomotive with two or ,four engines attached to independent driving-wheels, with two inde pendent leading-trucks, thus employing the means whereby greater power and .larger wheels with greater speed is rendered practicable. I attain these objects by the mechanism illustrated in the accompanying drawings, in which- Figure 1 is a plan of the tracks, the trucks, and the carni-ame, viewed from above. Fig. 2 is a front View, looking at the front ofthe locomotive, the track-rails and parts of one truck being in section. Fig. Sis a similar view of the end of a car, with the same trackrails and truck `in section, and showing the car-box C. Fig. 4 is a side elevation viewof a truck upon its track detached from its car. Fig. 5 is a detached view of wheels M, axles O', and parts of car-frame H. Fig. 6 is a detached view ofthe independent-acting truckwheels M and M. Fig. 7 is a top View of a freight-car upon a narrow double track. Fig. S is a topview of the improved locomotive upon its improved track, the traction-wheels M being operated by belts R', the latter being driven by four engines, a, through pulleys a and a2. Fig. 9 is a side elevation of Fig. 8. Fig. 10 is a top view of Fig. 2, showing. the relative positions of the wheels M in this modification. Fig. 11 isa side elevation of the same. Fig. 12 is a side elevation of a locomotive,withlthewheels M of Fig. 8 enlarged and driven by the engines a, attached directly to i each side ot' the wheels M, instead of the pulleys c and belt It. Fig. 13 is a side elevation of a car, its vbox C erected upon the frame G and trucks T', shown in Fig. 3. Fig. 14. is a plan of the bottom of Fig. 2,.and looking up from below, showing cams q and connection links q,^one part of the vframe H2 being removed to show the. position of the cams q and rods q', by which the valves of the engines a are operated. Figs. 11 and 15 are side elevations of Figs. 2, 10, and 14. Figs. 15, 16, and 17 represent details of parts necessary to'the operation of the invention.

The several figures show the improvements and their several modifications.

Similar letters refer to similar parts throughout the several views.

The advantages gained by this invention are, first, a broader,and hence a more substantial,roadway (than ordinary) is practically sccured; second, a narrower gage for the swiveled trucks is practically secured, thereby (in combination with the broader roadway) rendering the danger to life and the loss of power while passing around curves much less than ordinary; third, the combination of the vertical guides which serve to guide the wheels down to their tread-rails in case they should leap up from the latter by reason of sudden checking of speed from the front, or sudden starting or increase of speed from the rear, of the train,and the increased width ofthe roadway, together with the increased height of the vertical guide, (the former securing the cars from tumbling over and rolling oli' the track, and the latter securing them from derailment and running off` the track,) obviates the dangers of higher speed than ordinary, and renders the safety commensurate with the i11- creased width of the roadway and the increased height of the vertical guide; fourth, the application of larger wheels and greater locomotive power is rendered more practicable, and the cars are rendered more capaeious and more comfortable than ordinary. Therefore it is obvious that the advantages of the broad gage roadway and the narrow gage roadwayare combinedbythisinvention,bringing many other great advantages therewith, which otherwise would remain impossiblesuch as a safe and Apractical speed of one hundred miles or more per hour.77 g

Of course the first cost of the roadway will be doubled; but its stability and usefulness will be more than doubled, and the expense of repair and maintenance in good condition will be less than the ordinary, while the same hands and trains will accomplish double the work in half the time required for the ordinary train, and the same fuel will accomplish the same distance in half the time required for the ordinary trains; and, adding to the above the saving of half the time in thetransportation of passengers and freight, with less than half the dangers of loss of life or property in transit, together with the fact that travel will be increased in like ratio with the saving of time and freedom from danger.

The advantages of this invention, together with my previous inventions, (herein referred to, comparatively with the ordinary railroad faeilities,) will appear enormously great, yet the means by which these great ends are accomplished are extremely simple when once discovered. The fact that one train can run upon -one track suggests the fact that another similar train upon another similar and paral lel track can run at the same speed alongside of it, and then that the two eombinedinto one would support each other and render the dangers less and the possibilities ofspeed and usefulness greater, and, moreover, increase the praeticability of larger wheels and greater power` without which latter the ordinary speed could not be greatlyincreased.

The following is a description of my invention with reference to the annexed drawings: First, the roadway A B is constructed with two independent tracks, A and B', )arallel with each other, substantially as shown in the several figures of the drawings.

The locomotive is constructed with a double frame, H, and two leading-trucks, T T, with four driving-wheels, M, as shown in Figs. 1 and 2, or the same operated as shown in Fig. 8, the latter being preferred for the greater speed.

The cars are constructed with a wide frame, G, with four trucks, T', one at each corner of the frame, as shown in Fig. 1. The frame G forms the support of the car box C. (Shown in Figs. 3 and 13.)

The truek-wheels m and mi are made independent, if desired, in the manner shown in Fig. 6, by casting a sleeve, V, upon one side of one wheel, m', and passing the axle O through both wheels m and m', the sleeve V permitting the wheel m', to which the sleeve V is attached, to turn upon the axle O, thus affording a long bearing for the sleeve V. The sleeve V is lubricated automatically by means of oil eontained in the reservoirs V. (Shown in section in Figs. 2 and 3.) The oil, being placed in the recesses V and confined therein before the train is put in motion, cannot escape or waste only as it passes through thejournal-bearings around the axle O. The swivel-joint S, by which the frame G is joined to the truck T, is situated below the axle O, so as to bring the weight of the car as low down toward the track as possible.

The car C being double the width of the ordinary ear and higher from the road-bed affords a space between the wheels and below the door of the car wherein to store baggage and other stores and material, and for through trains a place wherein to carry reserve supplies of fuel and water for the locomotive power and commodities for the accommodation of the passengers, and in the passengercars the passengers can have free access to their trunks in like manner as in hotels; also, affording a space wherein to lower and stow away beds and bedding by having the beds arranged in folding or teleseoping frames, which would rise up along the middle of the car (in two or three beds high and wide) during the night and drop down under the floor of the car, which door is hinged so as to open upwardly, and stand on their edge supporting the bed-frame during the night, and shut down over the bed-fixtures during the day, and serv- IIO ing as a promenade floor for the passengers in like manner as the parlor-floor of a hotel, thus affording comfort and luxury in rapid transit not possible with the narrow ordinary roadway or any other known method of Arapid transportation.

In the locomotive there' is ample room for the proper adjustment of the operating'mechanism and for the proper distribution of power and weight throughout the locomotive structure and upon the track. Two or three boilers may be employed, if desired, or one this purpose I prefer'to use my patent engines Nos. 242,446, June 7, 1881-, and 278,790, June 5, 1883, and 296,403, April 8, 1884, the improvements of the th ree patents combined into one engine, which is peculiarly adapted to higher piston speed than ordinary engines for locomotives, which is important for the reason that the faster the piston speed the smaller the driving-wheels which latter must be larger than ordinary in any case for the speed of one hundred miles per hour.

Referring to the drawings, Figure l shows the relative positions of the trucks T to each other upon the curve tracks A and B', showing that the trucks can be swveled to one frame, G, and operate to great advantage, and also showing that the pairs of wheels m and m opposite to each other on the tracks Aand B could not be mounted upon one aXle or formed into one truck upon two axles, for the reason that onepair of wheels would be thrown forward faster than the other, and would clamp the rails and lock upon the wide track, while the long narrow independent truck is more easily and securely guided by its length` being greater than its breadth, and the narrower the tracks A and B' the less friction upon the rails and guides; hence the great advantage of combining the two narrow roadways A' and B into one broad roadway A B, for eeonomizing the power wasted in friction around curves with the ordinary truck and track, as well as the greater advantage of providing a broader foundation for the locomotive and cars, .and more room in the latter is obvious.

Fig. 2 shows the advantage of the broad roadway in the room afforded for the boilers and machinery. The driving-wheels M are eXtreme-ly large in this figure. 'Ihe engines are attached one to each wheel, the inside wheel being sufficiently in advance of the outside wheel to permit the axle of the latter to cross the frame II behind the inside wheel. A side elevation ofthis modification is shown in Fig. il. A modification of the same, with the wheels M arranged in pairs opposite each other, is shown in a side elevation in Fig. 12. In this case, where the tracks A and B are very narrow, the driving-wheels of one side maybe rigid upon one axle, or may be mounted independently upon one axle in the same manner as the truck-wheels m andm. (Shown in Figs. 2, 3, and 6.)

Fig. 8 is a modification of the same, with the wheels M joined together in pairs, with a pulley, ai, between them. The pulley a2 being smaller than the wheels leaves ample space and-protection for a proper belt or belts of suitable material to operate between them. The pulley being very wide, the belt can be of thepower adequate to drive the train at the desired speed, the operating-pulley a', to y which the engines are attached, being aslarge as requisite to impart the number of revolutions to the smaller driving-wheels, M, which latter may (in this ease) be as small as sixfeet, with double the number of revolutions as that of the driving-pulley a', to which latter the engines are attached in pairs, two to each pulley. The adaptability of the belt as a transmitter of power from the engines to the driving-wheels has heretofore been impossible for want of sufficient room; but the broad narrowgaged railway obviates the difficulty and renders possible and practicable the application of the belt-connections in locomotives, .thus employing the safest, simplest, and most economical means of transmitting power at high speed known to the mechanic art, thus obviating the danger of breaking connecting links or axles by cramping or dragging of a wheel uponthe track rail. By this methodl any speed of the driving-wheels can be attained within theliniits of centrifugal force, and that, too, with economical speed of the piston. The belts can lbe covered and protected from wet or dirt, and are'kept tight by means of atighteningpulley upon the upper side of the belt, under the control of the engineer. `.(See Fig. 9.) The use of the belt being universal and the material of which it may be made so various, there is no reasonable doubt of its successful application to high-speed locomotives when combined with the other improvements in the railroad and its vehicles herein set forth. I prefer the belt to the connectinglinks for other reasons of safety and economy of construction, which are obvious to those skilled in the art to which my invention appertains. Y

I do not deem it necessary to describe more elaborately the details of the common mechan- Visms used in connection and in combination with my invention.

I have shown in the drawings those parts which are essential to the operation of the several modified forms of my invention, but have IOO only claimed those combinations which are novel, producing novel results. The drawings, although not confined to a scale oi' proportions of detail parts, are sufficiently clear and definite in regard to my invention to enable those skilled in the art to which it appertains to make and use the saine, even without other description, and with the aid of the specification the novelty of my invention is easily understood both in its construction and operation.

The common trucks with the enlarged wheels can be employed with my invention.

I am aware that four rails for the track and four wheels have been arranged upon one axle of the truck of a railroad-car, and have been patented, and also that a greater number of rails arranged parallel to each other, forming a broad track, have been used in marine railways, neither of which has any analogy to my invention; but I am not aware that two narrow-gagcd railroads with their independent trucks have ever before been combined into one railway and its train of vehicles for the purpose of availing the advantages of both the broad roadway for a wider foundation and the narrow roadway for passing around curves for the use of larger wheels and greater power, whereby to attain greater speed with greater safety than ever before known. Therefore I do not claim anything ever before known or used; but

What I do claim as myinvention, and desire to secure by Letters Patent, is

1. In a railway, the tracks A' and B', form ing the railway A B, trucks T T', with wheels m, m', and M, and frames H and G, adapted to operate upon the railway A B, combined and arranged to operate in the manner and for the purposes substantially as set forth.

2. The wheel m',\with its sleeve V and oilchambers V', arranged upon the axle O in the manner and for the purpose of affording automatic unguent and independent wheel action to the wheels of the trucks T and T', substantially as set forth.

8. In combination with the increased diameter of the wheels m and m', the pivot S of the truck T', by which the locomotive and car frames II and G are swiveled and attached to the trucks T and T', situated below the line of the axles 0, in the manner and for the purpose substantially as shown and set forth.

1. In combination with the guides W, the driving-wheels M and leading-wheels m and m', the latter of increased diameter, and arranged upon the double tracks A'and B' upon each side of the said guide XV, the latter serv-y ing to secure the wheels from derailmcntwhen ruiming at a speed commensurate with their increased diameter, arranged to operate in the manner and for thc purpose substantially as set forth.

5. In combination with the wide car C and its frame G, the store-box E, arranged between the wheels and below the axles of the trucks T and T for the purpose of affording additional store-room for baggage upon the passenger-car and additional capacity for carrying a supply of fuel and water under the mail and express cars, and other purposes,arranged to operate in the manner and for the purposes substantially as set forth.

6. In combination with the axles O of the wheels llI, the frame I-I, arranged to operate in the manner and for the purposes substantially as described.

7. In combination with the double tracks A' and B' of the railroad A B, the pulleys and belts and engines c of the loconiotivc,arranged to operate. in the manner and for the purposes substantially as described.

In testimony that I claim the foregoing as my invention I have signed my name, in presence of two witnesses, this 24th day of June, A. D. 1886.

B. CARLYLE Fenwick, JOHN T. ARMs. 

